Workshop on Automotive Stack Design Options, Platform Concept, and Cost Targets
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1 AUTOSTACK Workshop Feb8 th 2011, Grenoble Workshop on Automotive Stack Design Options, Platform Concept, and Cost Targets F. Finsterwalder Daimler AG
2 Content 1. Introduction 2. Summary of system requirements and stack specification 3. Conclusions for design options and platform concept 4. Critical trade-offs - Power density vs. Pt-loading 1
3 Autostack: The Objectives Analyze vehicle requirements supply industry Cost and cost drivers Identify synergy potential Research needs Propose Consitent dvelopment road map Business model 2
4 Combining Expertise Autostack Consortium Automotive OEMs Component and System Suppliers Research Institutes 3
5 Tackling the Issue Top-Down OEM-System Reqirements Stack Platform Definition Detailed Stack Specifications Component Requirements Virtual Stack Design Stack Specifications Component Performance Supplier Survey Bottom-Up 4
6 Project Workflow WP1 OEM System Requirements WP2 Supply Chain & Research WP3 Road Map WP4 Business Model
7 E-Drive-Portfolio Opportunities and Limitations Long Distance Interurban Urban Combustion Engine Hybridization Plug-In/Range Extender Battery Drive Fuel Cell Suitability of Battery / Fuel Cell Drive Train for Various Vehicles Micro- Kompakt Kompakt- Klasse Mittel- Klasse Luxus- & Familien-Fzge City-Bus Kleinlaster Überland- Bus Mittlerer LKW Schwerer LKW FC-EV B-EV possible Possible with restrictions Today not possible 7
8 FC System Concept: Basic Requirements to Observe Power / gravimetric / volumetric Power Density Cost Durability (Freeze)-Start-up time Efficiency superior to any (hybrid)-ice One Fuel on Board (H 2 ) comparable to ICE These requirements strongly reduce the number of system options 8
9 Automotive System Architecture Features: Air compressor without expander Gas-to-gas humidifier (cathode out cathode in) High power density stack An active / passive H 2 recirculation pump M p = bar abs T = C max (outlet) H2-blower M humidifier M anode cathode coolant Rh max power = 50% radiator Simplified schematic 9
10 Conclusion FC-systems designers have to respect many ambitious requirements. The number of concepts able to fulfill these requirements is small OEMs participating in AUTOSTACK have agreed commonly on a system concept of choice Other promising system concepts exist, are however not broadly accepted within the automotive industry. Still, they should be further considered, in particular for the earlier markets. 14
11 Components Considered Part of the Stack Bipolar plates, MEA, Seals Current Collectors + end plates Stack compression kit Casing / Housing (also for EMC*) Flanges (quick connectors) HV-Contactors + interlock Vehicle mounts (brackets) End cell heaters (PTCs) integrated in the stack enclosure may be used for stack discharge Sensors (also for diagnostic purposes - may be removed at a later stage): Pressure: Coolant in- and outlet, Fuel in- and out, Oxidant in- and out Temperature: Coolant in- and outlet; Fuel in- and out; Oxidant in- and out, End Cells RH-sensors in the header (manifold part) Cell Voltage Monitoring Unit: This will be required during development phase - Aim is to remove CVM Already today, control strategy must be developed without the need for individual cell voltage monitoring! *electromagnetic compatibility 17
12 High Level Stack Requirements Stack nominal power (gross, continuous) (System power 80 kw) Stack Open Circuit Voltage (limit set by power electronics consider OCV > freeze T) Minimum stack voltage (limit depending on E-motor and DC/DC converter characteristics) 95 kw (requirement) <430 V (requirement) >200 V (guidance) Weight Volume <60 kg <50 l Operating Temperature min -25 C (start capability) max +95 C (outlet temp.) Interface parameters at nominal power Pressure 2 bara Air Stiochiometry 1,6 Humidification 50% 19
13 Plate Design Area Power density 95 kw, 1 W/cm 2 Cell voltage at nominal power 0,67 V Current density at nominal power 1,5 A/cm 2 Active area of stack 9.5 m 2 Number of cells (1-row stack is a requirement) (stack height!) Active are area per cell (projected) 317 cm 2 Plate Area (a.a. = 60% of plate area) 528 cm 2 Cell pitch 1,5 mm Preliminary Plate Design (1 Path parallel Flow Field) Ci Wi 10,3 cm Ai Wo Plate Dimensions: 11,3 x 46,8 cm 2 Ao Port Region Transition Region Co 30,8 cm Active Area (aspect ratio 1:3) 20
14 Degradation Targets Throughout its lifetime the stack is allowed to degrade by 10% in max. power output, i.e. 1 W/cm W/cm 2 The max power is limited by the cooling power Therefore, the stack will be operated at maximum waste heat during its life As the stack degrades, the max power point will move to lower voltage and in order to keep the waste heat constant to lower current density, i.e. max power point moves along the iso-waste heat curve 22
15 Operating Strategy and Turn-Down Ratio The stack can be operated efficiently and stable within certain limits (highest power/lowest power = turn-down ratio) This results from the conflict of flow homogeneity vs. pressure drop known in fluid dynamics Very low and very high power demands will be covered by the battery Hybridization This implies a start/stop strategy for the stack The stack will be switched of between 5% and 10% of its nominal power, i.e. 5 kw.. 10 kw (= the required size of the battery. This corresponding to a TDR of 1:10.. 1:20) Pressure drop in stack Stable+efficient operating regime (determines the turn down ratio) p max p min Current density / volumetric flow / load Stable operation Efficiency losses p low p high 24
16 Stress Factors in a Real Drive Cycle Drive Cycle Analysis acceleration H 2 depletion deceleration high p between A / C low power stack stop Potential cycling catalyst corrosion? extended stop O 2 ingress 27
17 Conflicting Targets / Major Gaps Power Density / Efficiency 1 W/cm 2 / A/cm 2 Pt loading Durability 0,16 mg/cm hrs, >20,000 starts 31
18 Gap Power Density / Pt Loading Fuel efficiency targets might even be more challenging relevant for fuel efficiency relevant for top speed 33
19 Finding the best compromise between Pt loading and power density Pt membran e Pt Optimize the /kw Parameter - with a given catalyst layer technology Save Membrane? high Pt loading, small membrane area Save Platinum? low Pt loading, large membrane area 36
20 Pt Loading Variation (logarithmic fit) and Resulting Stack Power Costs 39
21 Summary & Conclusion The cost optimized Pt loading is influenced by: - the costs of membrane, GDL, BIP vs. Pt - the power density characteristics of the MEA With today s MEA technology and price structure do not address low Pt loading at the expense of power density Power density is paramount target. High power density allows standardization, thus cost reduction 41
22 Standardization & Economies of Scale higher power density higher degree of freedom (packaging) economies of scale (1) standardization Addressing product design targets Pt reduction economies of scale (2) Addressing ultimate cost targets market volume 42
23 Thank you very much for your kind attention 43
Convener Telefon-Nr. Minutes taken by Telefon-Nr. Agenda from. L. Jörissen
Autostack HFC-JU Project No.: 245142 Agenda 18 April 2011 Topic Joint Workshop on Generic Stack Design, Cost Model and Resources Requirements Venue Lucerne Date 28.06.2011 Start 14:00 Convener Telefon-Nr.
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